FR2602240A1 - PACKAGING AGENT FOR FUELS - Google Patents

Abstract

THIS FUEL PACKING AGENT HAS AN OXYGEN, ALIPHATIC, POLAR HYDROCARBON HAVING A MOLECULAR WEIGHT OF ABOUT 250 TO ABOUT 500; AN ACID INDEX FROM ABOUT 25 TO ABOUT 100, PREFERABLY FROM 50 TO 100; AND A SAPONIFICATION INDEX FROM ABOUT 30 TO ABOUT 250. THE POLAR COMPOUND IS COMBINED WITH A COMPATIBILIZING AGENT SUCH AS AN ALCOHOL. AROMATIC HYDROCARBON AND HYDROCARBON BASE OIL MAY ALSO BE USED. FOR INTERNAL COMBUSTION ENGINES WHICH DO NOT RECYCLINE THE EXHAUST GAS TO HEAT FUEL, A HYDROPHILIC SEPARATION AGENT IS ADDED SO THAT ALL WATER PRESENT CAN FORM A SEPARATE LAYER. THE CONDITIONING AGENT IS INTENDED FOR USE IN INTERNAL COMBUSTION ENGINES BURNING GASOLINE OR DIESEL FUEL AND FOR N2 OIL BURNING BOILERS AND SIMILAR.

Description

PACKAGING AGENT FOR FUELS

  The present invention relates to conditioning agents for hydrocarbon fuels, such as gasoline or diesel fuel, heating oils, or fuels for aircraft. Until now, it was known to add certain polar compounds to liquid hydrocarbon fuels

  for various types of engines, but these attempts failed to achieve the objects of the present invention, which are set forth below.

  Dorer described in U.S. Patent No. 3,658,494, the combination of a relatively high molecular weight oxy compound and a dispersant added to the fuel to clean the internal combustion engines. The oxy compound of Dorer is in the skeleton of the chain, so that it is not conferred acidity

or acid incide.

  Tom et al, U.S. Patent No. 2,914,479, disclose an upper roll lubricant comprising a light aromatic lubricating oil and an oxygen solvent, such as CELLOSOLVE. This combination could be added either in the fuel or in the carburetor. A small amount of rust inhibiting agent or pour point depressant additive could also be used in the process.

lubricant of this patent.

  A penetrating oil to free the junction of two metal surfaces, such as bolts, hinges, springs, snaps, etc. comprising a lubricating oil, gasoline, an alcohol, and glycols or their ethers has been described in U.S. Patent No. 3,917,537 by Eldson. Neither components of

  high molecular weight, neither acid values nor saponification indices, are specified by Eldson.

  Pearsall, U.S. Patent No. 2,672,450, discloses a combination of a substituted benzene, a glycol monoalkyl ether or glycol, and a ricinoleic acid ester, to eliminate carbon deposits in internal combustion engines. This mixture was intended to be used as a solvent in contact with a blocked engine, hot, for about one to six hours, followed by a restart of the engine. Alternatively, the engine could be immersed in, sprayed with or

  brush with this solvent mixture.

  A cold distillate diesel coolant improving agent comprising a vinyl acetate / ethylene copolymer, a nitroparaffin, an alcohol and an aromatic solvent has been patented in US Pat. 4,365,973 by Irish on

17 previous documents cited.

  Sweeney described in U.S. Patent No. 4,378,973 a fume reducing agent for diesel engines comprising a mixture of cyclohexane and an oxygenated compound, such as aldehydes, ketones, or the like. ethers.

  These descriptions, in different ways

  of the present invention and in different ways from each other, approach one of the different

  advantages obtained by the present invention.

  The present invention aims to increase the useful life of engines burning fuel containing

  the conditioning agent described herein.

  The present invention also aims to lower the fuel octane requirement for

  internal combustion engines, by using this conditioning agent in the fuel.

  Another object of the present invention is to increase the efficiency of the engines and, thereby, to reduce the consumption of the conditioned fuels as

described here.

  Another purpose of this invention is to condition a fuel without changing either its flash point or its

combustion temperature.

  Another purpose of this invention is to provide a fuel which lubricates the cylinder walls, cleans the spark plugs, cleans the carburetors and combustion chambers, aids the moving rings, distributes fuel uniformly to all cylinders, and prevents

failures of the valve seats.

  The fuel conditioning agent of the present invention, in its simplest form, comprises an oxygenated hydrocarbon of molecular weight from about 250 to about 500, and an oxygen compatibilizer, such as an alcohol. It is often advantageous to also use an aromatic hydrocarbon or a mineral oil or other base oil. In some cases, the fuel conditioning agent is more useful if a hydrophilic separating agent, such as a glycol ether,

  is added to cause the separation of an aqueous layer.

  This fuel conditioning agent is useful for internal combustion engines burning gasoline, No. 2 diesel oil or kerosene, for trucks, diesel trucks, automobiles using gasoline or fuel. Diesel, and fixed engines or boilers. A high-alcohol fuel

can also be used.

  The fuel conditioning agent of the present invention acts to decrease fuel consumption, reduce engine wear, reduce carbonaceous deposits, lower octane requirements, conserve spark plugs and clean engine components. , overcome valve failures, and distribute fuel in a

uniform to all cylinders.

  The present invention is widely applicable for the packaging of a large variety of hydrocarbon fuels, or modified hydrocarbons (for example containing alcohol), for a variety of engines or engines.

  ovens burning liquid fuels.

  The conditioning agent of the present invention, most suitable for gasoline-burning internal combustion engines, may contain a polar oxygenate, a compatibilizer for maintaining a single phase system, an aromatic hydrocarbon (for example

  for example, xylene, a mineral oil and a moncether of a glycol.

  Engines burning diesel fuel often have systems to recycle hot exhaust gases into the fuel to preheat it. Because these hot exhaust gases necessarily contain water vapor from the oxidative combustion of hydrocarbons, it is preferable, in choosing the conditioning agent of the present invention, to omit the glycol monoether. and use only the other four components in the conditioning agent for this type of engine: polar oxygen compound, aromatic substance, mineral oil or base oil, and agent

  compatibilizer <eg hexanol>.

  Heating furnaces require simple hydrocarbon fuels, known commercially as n 1, n 2, n 3, etc., up to n 6. For these petroleum fractions, the mineral oil component of the conditioning agent is not required, resulting in a tripartite composition of a polar oxygen compound, a compatibilizing agent and an aromatic component,

  to help cleanliness and efficiency of combustion.

  For an alcohol-modified hydrocarbon fuel, frequently employed in internal combustion engines (for example, gasoline-alcohol), it has been found that a mineral oil component plays against the maintenance of a fuel. single phase system, whereby the preferred formulation for this fuel is the polar oxygen compound, an aromatic compound, a glycol monoether, and a compatibilizing agent such as a higher alcohol. useful for aircraft engines, it has been found preferable to omit both the aromatic compound and the mineral oil, whereby the conditioning agent intended for this purpose has, for the best results, the three components

  oxygenates: polar oxygenated compound, glycol monoether and compatibilizer.

  For alcohol fuels for internal combustion engines, which consist of 90% ethanol and 10% lead-free gasoline, a fuel conditioning agent has been developed with the following composition for use in alcohol fuel at the rate of one part per thousand: 30% by weight of an oxygenated hydrocarbon

  polar, 30% by weight of xylene, and 40% by weight of decanol.

  Mineral oil is not recommended because it does not disperse well in high-alcohol fuel; a glycol ether is not needed, since any water in the system will be dissolved in

hydrophilic ethanol.

  In all formulations of the present invention, both above and below, the term "compound" or "component" may mean a mixture of the various individual compounds or possible components that are members of this class, for example, the term "xylene", as a preferred element of the class of aromatic compounds, not only means o-xylene, m-xylene or p-xylene, but also means aromatic "cuts" or distillates of aromatic substances containing not only xylene but benzene, toluene, durene, naphthalene, etc., which may

  be incorporated by mixing with "xylene".

  The polar oxygenated compound of the present invention means various organic mixtures from

  the industrial oxidation of petroleum liquids with air.

  Often, these air oxidation of liquid distillates are carried out at a temperature ranging from about 100 ° C. to about 150 ° C., with an organometallic catalyst, such as esters of manganese, copper, iron, cobalt, nickel, or tin. The result is a mixture of polar oxygenates, which can be divided into at least three

  categories: volatile, saponifiable and non-saponifiable.

  Polar oxygen compounds, which are preferred for use in the present invention, can be characterized in at least three ways, by:

  molecular weight, acid number and saponification number.

  Chemically, these oxidation products are mixtures of acids, hydroxy acids, lactones, esters, ketones, alcohols, anhydrides, and other oxygenated organic compounds. for the present invention are compounds and mixtures which have an average molecular weight of between about 250 and 500, an acid number ranging from about 25 to about 100 (ASTN-D-974), and a

  saponification from about 30 to about 250 <ASTM-D-974-52).

  Preferably, the polar oxygenates of the present invention have an acid number of from about 50 to about 100, and a saponification number of from about 75 to about 200. It is most preferred in the formulation of the conditioning agent of the present invention, an Alox 400L industrial material, available from Alox Corporation, Niagara Falls, New York Suitable compatibilizers of the present invention are organic compounds having a sufficiently high solubility parameter. high and a strong ability to bind hydrogen.The solubility parameters, 6, based on cohesive energy density, are a means of

  fundamental description of an organic solvent, giving a

  measuring its polarity. Simple aliphatic molecules of low polarity have a low of about 7.3;

  the strongly polar water has a high 6 of 23.4.

  However, the solubility parameters are just a first approximation of the polarity of an organic solvent. Also important for the generalized polarity and, therefore, the solvent power, the dipole moment and the ability to bind hydrogen. Symmetrical carbon tetrachloride having no crude dipole moment and having a low capacity to bind hydrogen has a solubility parameter of 8.6. In contrast, methyl propyl ketone presents almost the same

  solubility parameter, 8.7, but a quite strong ability to bind hydrogen and a defined dipole moment.

  Thus, no valuable representation describes the "polarity" of an organic solvent.

  For the practice of the present invention, a compatibilizing agent should have a solubility parameter ranging from about 8.8 to about 11.5 and a capacity to bind hydrogen that is moderate to high. Suitable classes of organic solvents are alcohols, ketones, esters and ethers. Preferred compatibilizing agents are straight chain, branched chain and alicyclic alcohols containing from 6 to 14 carbon atoms. Particularly preferred compounds for compatibilizing agents are hexanols,

decanols and dodecanols.

  The conditioning agent of the present invention prevents large amounts of water from being incorporated in quantities of fuel that are stored by incorporation of a separating agent or agent.

  called "precipitation", which decreases the amount of water in the hydrocarbon fuel, thus improving combustion.

  Suitable separating agents for the practice of the present invention are ethers of glycols or polyglycols, particularly monoethers. Monoethers are preferred over diethers in the setting

of the present invention.

  Examples of such compounds are monoethers of ethylene glycol, propylene glycol, trimethylene glycol, alphabutylene glycol, butanediol-1,3, beta-butylene glycol, isobutylene glycol, tetramethylene glycol , hexylene glycol, diethylene glycol, dipropylene glycol, tripropylene glycol, triethylene glycol, tetraethylene glycol, pentane-1,5-diol, 2-methyl-2-ethyl-1,3-propanediol, 2-ethylhexanediol-1,3. Specific examples include ethylene glycol monophenyl ether, ethylene glycol monomethyl ether, ethylene glycol monoethyl ether, ethylene glycol mono- (n-butyl) ether, diethylene glycol monomethyl ether, monoethyl ether diethylene glycol, diethylene glycol mono- (n-butyl) ether, propylene glycol monomethyl ether, dipropylene glycol monomethyl ether, diethylene glycol monocyclohexyl ether, ethylene glycol monobenzyl ether, triethylene glycol monophenethyl ether , butylene glycol mono (p- (n-butoxy) phenyl) ether, trimethylene glycol mono (alkylphenyl) ether, tripropylene glycol monomethyl ether, ethylene glycol monoisopropyl ether, monoisobutyl ether of ethylene glycol, monohexyl ether of ethylene glycol, monobutyl ether of triethylene glycol, monomethyl ether of triethylene glycol, triethyl monoethyl ether glycol, butoxyethoxy-1-propanol-2, polypropylene glycol monophenyl ether having an average molecular weight of about 975-1075, and propylene glycol monophenyl ether; polyglycol has an average molecular weight of about 400 -450, propylene glycol monophenyl ether o polypropylene glycol has an average molecular weight of 975-1075. Such compounds are commercially available under the trademarks such as Butyl Cellosolve, Ethyl Cellosolve, Hexyl Cellosolve, X, Tyrylol, Butyl Carbitol, DOWANOL glycol ethers, and the like.

and the like.

  It should be reiterated that this separation or "precipitation" agent should not be used in diesel fuel systems, in which hot exhaust gases are recycled to the fuel tank to preheat the fuel, because

  such exhaust gases contain excessive amounts of water vapor which would not be suitable in the fuel system.

  In carrying out the present invention, it has been found useful to include an aromatic hydrocarbon or a mixture of aromatic hydrocarbons as a component of the fuel conditioning agent of the present invention. Any aromatic hydrocarbon mixture, liquid at room temperature, is suitable. Among these are benzene, toluene, the three xylenes, trimethylbenzene, durene, ethylbenzene, cumene, biphenyl, dibenzyl and the like or mixtures thereof. The preferred aromatic component is a mixture of the trade of the three xylenes, because

  that it is cheaper than any pure xylene.

  Without being limited to any theory or hypothesis for the use of an aromatic hydrocarbon, it has been discovered that the presence of an aromatic hydrocarbon in the conditioning agent promotes clean combustion and

effective fuel.

  A light mineral oil or a base oil is advantageously used when the fuel conditioning agent is applied to motor fuels.

  & internal combustion running on gasoline and diesel.

  By "light" mineral oil is meant petroleum fractions, aliphatic or alicyclic, having a viscosity of less than 10000 SUS (Saybolt Universal Second) 35 (10,000 mm per second) at 25 ° C. A mixture of fractions

  Hydrocarbons can also be used.

  The presence of the various constituents described above having been given, a wide range of proportions is appropriate for the implementation of the present invention. Below, a useful range and a preferred range are given in percent by weight: percent by weight Component Beach Useful range Preferred polar oxygenated compound 10-80 20-40 compatibilizing agent (in addition to alcohol) 5-40 10- Separating agent (in part glycol monoether> 5-75 10-50 Hydrocarbon aromatic (in part xylene> 10-50 20-30 Mineral oil 5-40 10-20 For particular fuels in which the agent is As the present invention is useful in the present invention, such as fuels for gasoline engines, diesel engines, gasoline-alcohol blasting engines, aircraft engines and furnaces, the proportions employed will vary for Since the present invention has been described above, this is now illustrated in the following Examples, however, these Examples are not limiting.

  application of the present invention, which can be carried out by other means in other systems.

EXEEPLTI

  This Example illustrates the advantages of employing one part per thousand of the fuel conditioning agent of the present invention in a pool of 626

  various vehicles over a period of 2.5 years.

  A fuel conditioning agent consisting of 30% by weight of a polar oxygenated hydrocarbon, 25% by weight of xylene, 15% by weight of hexanol, 15% by weight of an ethylene glycol oil, Table I, used mineral and 15% monomethyl ether was manufactured and called FC-I. following vehicles, presented in FC-I:

NUMBER

S2 84 44

VEHICUIJLE

  Automobiles and Vans Trucks Trucks Trucks Trucks Less than 2.3 tonnes (6000 UK pounds) 5.4 - 6.8 tonnes (12000-15000 pounds) 5.4 - 6.8 tonnes (12000-15000 pounds) 5.4 - 14.5 tons (12000-32000 pounds) 5.4 14, Stones (12000-32000 pounds) Maximum 3.1 tons (7000 pounds) Maximum 3.1 tons (7000 pounds)

NORMAL CARSURING

  Lead-free Petrol Diesel Leaded Petrol Diesel Essence Lead Diesel Lead-free Lead-acid

FUEL TESTED UTILIZE

  (1 pp thousand) No lead and FC-I No lead and FC-I Diesel and FC-I No lead and FC-I. Diesel and FC-I No lead and FC-I Diesel and FC-I No lead and FC-I No lead and FC-I 14 Trench and Compressor Machines 26 Trench and Compressor Machines 72 Truck Trucks The conditioning agent added to the 30's storage tanks to be sure all the vehicles experience. for fuels was fuel in the basement were participating in After 2 and 1/2 years it was discovered that there was an average fuel economy of 7.00% for all vehicles. In addition, there were no failures of the upper cylinders and there were no failures of valve seats. Prior to this experiment, these failures of the upper cylinders and the valve seats were common on the

high performance vehicles.

  After the first six months, we did not use

  of leaded gasoline, even for the big trucks supposed.

  require leaded gasoline. This experience shows that the fuel conditioning agent of the present invention can lubricate the valves and upper cylinders better.

  as tetraethyl lead and also save fuel.

EXAMPLE_

  This Example illustrates the use of the fuel conditioning agent of the present invention in a fleet of 135 diesel trucks using unleaded gasoline. The objective is to see if faults in the valve train area can be avoided and if an increase in the octane requirement can be anticipated.

  without using tetraethyl lead.

  A fuel conditioning agent was made consisting of 30% by weight polar oxygen hydrocarbon, 25% by weight xylene, 20% by weight hexanol and% by weight mineral oil. This agent was called FCII. No glycol ether was used because these diesel trucks have an exhaust gas recirculation system. The 135 diesel trucks were, in terms of model age, year and six years. These were International Harvester, General Xotors, Ford, and FWD trucks, with heavy weights ranging from 9.1 tons <20,000 pounds to 13.6 tons (30,000 pounds) at the start of the experiment. , reading and their odometers averaged 56,325.5 km (35,000 miles) .The experiment lasted 17,702.3 km (11,000

  miles), one part per thousand of FC-II being used in the fuel.

  During the experiment, these heavy-duty diesel trucks: 31 of 5.4-5.9 tonnes (12,000 - 13,000 pounds) 73 of 5.9 - 14.5 tonnes <13,000 - 32,000 pounds); 27 / 3.2 tonnes (7,000 pounds), rolled to 69,199, 9 km (43,000 miles) (average: 17702.3 km (11,000 miles)) with unleaded gasoline octane number of 87, instead of a leaded gasoline with an octane number of 89, without any

engine failures.

  In the control experiment (item SAE 710367), it was reported that new diesel engines running on unleaded fuel had valve seat failures as early as 8046.72 km (5,000 miles).

  normally before 17,702.3 km (11,000 miles).

EXAMPLE 3

  This Example illustrates the advantages of the fuel conditioning agent of the present invention, while it has been experimented on a test bench of a university laboratory. A 1967 six-cylinder 3277.4cc (200 cubic inch) Ford engine with less than 1,000 hours of use was mated to a General Electric Co. dynamometer. The ignition timing was fixed at 6 before the center of the top, the candles were cleaned, and the fuel-air ratio was set to give 0.5% carbon monoxide when empty. A Beckman Model 590 exhaust gas analyzer was used to measure

  hydrocarbon and carbon monoxide levels.

  The engine oil was the new Texaco Havoline 20-20W oil, with a new filter. The fuel was

  Gulf gasoline with an octane rating of 89.

  The engine ran at 2200 rpm, the equivalent of 88.5 km / h (55 mph). The values of the couple of

  rotations were calculated so that 20, 40, 60, 80 and 100% filler can be simulated.

  Table II shows the scheme of the experiment:

TABLE II

  ESSA I S TEXO I NS WITHOUT FC-I N = 2200 TPM

  Test Temp, 'C (' F) Torque Fuel Time Fuel Supply HC Co n 'oil water tare fuel test load used (ppm) (%) test (min,) (dry) kg kg / fn (pounds (pounds / min) GB)

  ____ - _-__- _- __-- _- _-_-____-_-- _-_-_-_-_____ - _-____ ------ - ---- ------

73.9

(165)

2 77

(170)

3 77

(170) 15

79.4

(175)

77

(170)

6 77

(170)

7 77

(170)

8 77

(170) 25

9 77

(170) 10 77

(170) 77 hrs

(170)

12 77

(170)

13 77

(170)

*. * 6- 14

I, I (160)

72.2 (162)

72.2 (162)

72.2 (162)

72.2 (162)

72.2 (162)

7-2.2 (162)

72.2 (162)

72.2 (162) 72.2 (162)

72.2 (162)

72.2 (162)

72.2 (162)

3.5

3.5 3.5 3.5 3.5

3.5 3.5 3.5 3.5 3.5 3.5 3.5

  3.5 IZb, b 125.6 101.0 101.0 76.5 76.5 76.5 52.5 52.5 52.5 27.8 27.8 27.8

3 0 0.601

(1.324)

3 0 0.601

(1.326)

4 0 0.631

(1.392)

4 0 0.6309

(1.391)

4 0 0.533

(1.176)

4 0 0.534

(1.177)

4 0 0.536

(1.181)

4 O 0.395

(0.870)

4 0.392

(0.865)

4 0.388

(0.855)

0 0.363

(0.800)

0 0.361

(0.796)

0 0.363

0.2000 (0.441)

0.2004 (0.442)

0.1580 (0.348)

0.1580 (0.348)

0.1344 (0.294)

0.1344 (0.294)

0.1388 (0.295)

0.098

(0.218)

0.0979 (0.216) 0.0970 (0.214)

0.0726 (0.160)

0.0721 (0.159)

0.0726

  132 2,3 120 2,45 12 0,18 12 0,18 0 0,17 0 0,17 0 0,17 O 0,18 0 0, i8 0 0, 18 5 0,17 7 0,17 5 0 17

(0.800) (0.160)

  It was found that, under the test conditions, the average fuel consumption was 0.135 kg / min <0.2943 lb / min). When 1 CF-1 part per thousand of Example I was used <19 ml or 18.93 cm (0.64 US fluid ounce) for 18.93 liters (5 gallons), the average fuel consumption fell to 0.1306 kg / min

  <0.288 pound / min.), A saving of 2.14%.

  EXAMPLE 4 This Example illustrates the ability of the fuel conditioning agent of the present invention to lower the production of unburned hydrocarbon and incompletely oxidized carbon monoxide, when

  used in automobile engines.

  Table III shows the results on six automobile engines from the use of the FC-1 part per thousand, as in Example 1, when driving on the

  number of kilometers (miles) presented in the Table.

TABLE III

  EXHAUST EMISSION TESTS

  Vehicle Km (ileie Results <%) of Improvement Test 1 - Oldsmobile Mil Nine hundred 2413.95 HC 16% Fourties 1980 (1500) GO 51% 2 - Pontiac Grand Prix 1978 2413.95 HC 79%

<(1500) CO 15.78%

  3 - Cadillac deVille 1980 516.58 HC 61%

(321) CO 16%

  4 - Fiat 1975 with a 334.7 HC 100% engine & 4 cylinders (208) CO 21% 5 Ford Pinto 1971 with a 365.2 HC 89% 4 cylinder engine <227) CO 27% 6 Pontiac Sunbird 1980 with 611 , 5 HC 91% 4 cylinder engine (380) CO 33% HC = unburned hydrocarbon Medium HC 72% CO = carbon monoxide CO 27% 1e

EXAMPLE 5

  This Example illustrates the reduction in fuel consumption of a sanitary truck using the fuel conditioning agent of the present invention during the winter months when it was expected

  to an increase in fuel consumption.

  A ten-ton sanitary truck (20 tons laden) was equipped with a precise flow meter to read the fuel consumption in gph during its regular service route. The experiment was conducted between October 1 and January 31. During the warmer months of October and November, control data were obtained without the use of the fuel conditioning agent. During the coldest months of December and January 15, FC-I, as in Example 1, was used in gasoline at a rate of 1 part per thousand. Table IV

summarize the results.

TABLE IV

  Improvement in Fuel Economy in Cold Weather 20 gis Te. Fuel Utilization gph Hours C (F) Early Total Late Without FGC-I Oct 16.9 (62.5) 1.475 / 1.568 316 Nov 8 (46.4) 1.557 / 1.642 mean 1, 504 ___________________________________________________________25 With FCI Dec. 6.2 (43.3> 1.455 / 1.487 210 Jan. -2 (28.4) 1.449 / 1.43 average 1, 44

  Even with a decreasing temperature, we see that fuel consumption has decreased by 4.2 percent.

  When it has been normalized for the expected% increase in fuel requirement as a result of the colder weather,

  the economy turned out to be around 19%.

EXAMPLE 6

  This example illustrates the reduction in fuel consumption that could be observed by experimenting with a wide variety of petrol engines from automobiles, vans, trucks and diesel trucks, with the conditioning agent for

  fuels of the present invention.

  A Fluidyne Model 1214D / 1228 fuel flow sensor was used to measure the flow, temperature, and total weight of fuel burned for diesel engine testing. Fluidyne equipment

  similar was used for gasoline engines.

  38 vehicles were experienced with mileage measured for a standard amount of unleaded fuel. Then, FC-I fuel conditioning agent was added at 1 part per thousand, for gasoline engines, as in Example 1 and FC-II was added at 1 part for a thousand, for

  Diesel engines, as in Example 2, for diesel engines.

  For the 34 gasoline engines, 30 showed an increased mileage in the range of 0.8% to 12.8%. The four diesel engines all had mileage gains in the range of 5.9 to 15.5 percent. Two gasoline trucks, a pick-up truck and an automobile experienced mileage losses

  in the range of -0.012% to -0.4%.

  All 38 engines showed a gain

average mileage of 5.33%.

EXAMPLE 7

  This example illustrates the application of this

  invention to railway diesel engines.

  Two railroad diesel engines were put into use for 30 days, one with FC-II, as in Example 2, the other as a control without fuel conditioning agent. Each engine burned 15141, C. liters (4000 gallons) of fuel for 30 days It was found that the diesel engine employing the fuel conditioning agent used 5% less fuel than the control engine A total of 15141.6 liters <4000 gallons ) was used during the month. In addition, a visual inspection showed that the diesel engine with the fuel conditioning agent

  burned much cleaner than the control engine, resulting in less power, less friction, and longer component life.

EXEPELE8

This example illustrates the application of the present invention to stationary diesel engines. Three engines have been tested: a Detroit Diesel with in-line cylinders, model G-71; a Cummings

  model 230; and a General Notors, model 71, V-12.

  Each dynamometer test was conducted for 30 minutes at 1471 Watts <2000 horsepower), recording all readings of horsepower, rpm, fuel usage, etc. Then, FC-II, as in Example 2, was added and the dynamometer test was conducted for 40 minutes. The fuel consumption as measured by the Fluidyne 121 4D / 1228 flow meter with 214-200 or 285-210 sensors decreased as follows: Percentage of G-71 Detroit Fuel Decrease 10.2 Cummings 230 12.8

V-12 GM 71 3.7

average 8.9

Claims (11)

  1 - Fuel conditioning agent, characterized in that it comprises: - an oxygenated, aliphatic, polar hydrocarbon, with a molecular weight ranging from about 250 to about 500, an acid number ranging from about 25 at about 100, a saponification number ranging from about 30 to about 250; and   an oxygen compatibilizing agent.   2 - fuel conditioning agent according to claim 1, characterized in that the index   acid is from about 50 to about 100.   3 - Fuel conditioning agent according to claim 1, characterized in that it further comprises a hydrophilic separating agent for isolating   any water present in a discrete layer.   4 - Fuel conditioning agent according to   Claim 1, characterized in that the oxygenated compatibilizing agent is an alcohol containing more than three carbon atoms.   Fuel conditioning agent according to claim 4, characterized in that the alcohol is hexanol. 6 - Fuel conditioning agent according to claim 4, characterized in that the alcohol is decanol.   7 - fuel conditioning agent according to claim 4, characterized in that the alcohol is dodecanol.   Fuel conditioning agent according to Claim 3, characterized in that the agent for   Hydrophilic separation is a glycol monoether.   9 - Fuel conditioning agent according to   claim 8, characterized in that the glycol monoether is the monomethyl ether of ethylene glycol.   Fuel conditioning agent according to claim 3, characterized in that the oxygenated hydrocarbon is present in an amount of from 40 percent by weight, the oxygen compatibilizing agent is present in an amount of 10 percent by weight to 20 percent by weight and the hydrophilic separating agent is present in an amount of 10 percent by weight at 50 percent by weight.   11 - Fuel conditioning agent 10 according to claim 1, characterized by the fact that   further comprises an aromatic hydrocarbon.   12- fuel conditioning agent according to claim 11, characterized in that   the aromatic hydrocarbon is a xylene.   13 - Fuel conditioning agent according to claim 1, characterized by the fact that   further comprises a hydrocarbon base oil.   14 - Fuel conditioning agent according to claim 13, characterized in that the hydrocarbon base oil is a mineral oil.   - Fuel conditioning agent, characterized in that it comprises:% v by Weight an oxygenated hydrocarbon 20 - 40 a glycol monoether 10 - 50 a C4 to C12 alcohol 10 - 20 a mononuclear aromatic hydrocarbon 20 - 30 a hydrocarbon base oil 10 - 16 - Fuel conditioning agent according to claim 15, characterized in that the oxygenated hydrocarbon has a molecular weight of 250 to 500, an acid number of 25 to 100, and an index of saponification ranging from 30 to 250.   17 - Filling agent, characterized in that it comprises: 2 D1 an oxygenated hydrocarbon a glycol monoether a C 12 alcohol 12 Y 12 a mononuclear aromatic hydrocarbon a hydrocarbon base material% by weight - 80 5 - 75 5 - 40 10 - 50 5 - 15 20 25 30